Multiple type wheel brake



April 30, 1957 w. BENNETT MULTIPLE TYPE WHEEL BRAKE Original Filed Dec. 8, 1947 2 SheetsSheet l f v w. v I

I N V EN TOR Emma? ,lrmemsys.

W24 725/3 BEAM/E77;

A ril 30, 1957 w. BENNETT 2,790,517

I MULTIPLE TYPE WHEEL BRAKE Original Filed Dec. 8, 1947 2 Sheets-Sheet '2 W41. 7-52 BEAM/Err;

' v IN V EN TOR.

2,790,517 i Momma TYPE WHEEL BRAKE Walter Bennett, Los Angeles, Calif., assignor to Utility Trailer Manufacturing Company, Los Angeles, Calif., a corporation of California Claims; 01. 188-79) This invention relates generally tovehicle brakes and is more particularly concerned with. dual brakes. of the type wherein a plurality of brake shoes 'are simultaneously applied to a brakedrum at sid-by-s'ide zone s.

The present applicationis a division of my copending application entitled Brakefiled December 8, 1947, Serial No. 790,327. to issue lune'29, 1954 under No. 2,682,319.

Though not at all limited thereto, the invention is particularly well adapted to the brakes of heavy duty trailers of the dual wheel variety, that is, where the .wheels are arranged side-by-sicle in pairs with the two wheels of each pair mounted on a single, axle-supported'member.

As pointed out in the parent applicatiom there has been continuous effort to increase the eifective braking surface of such installations, but the limitations are decidedly se- Vere. Increase of drum diameters and/or widths is not only limited by space considerations but is: practically prohibitive because of the difficultproblems of application and wear-characteristics which it creates, as is well recognized by those working in the art. a

In one type of dual-wheel construction, the inner wheel of a given pair carries a deep-belled drum. The conical bell-portion of the drum is of relative reduced-diameter and lies wholly within the rim of the inner wheel. The annular skirt of the drum is of larger diameter and extends axially inward beyond the rim. It is upon this skirt portion that the usual brake drum surface is formed. The extent of brake-drum surface permissible to such a skirt is definitely limited by structural characteristics of the running gear and by brake shoe problems, bothas to application and as to wear.

As a means for providing additional brake surface in spite of the above inherent 'difliculties, I have utilized the bell-portion of the drum, a portion which has heretofore been used only to support the usualskirt or flange portion at a position suffic'iently inward toward the center of the chassis to enable maximumallowable diameter to the braking surface and to enable easy installation and operation of the applying mechanism;

To this end I have made the bell-portion substantially cylindrical and have formed an internal brake-drum surface within that portion. 1 have then provided brake shoes (or, more generally, a braking'elem'ent which may include a onepiece band as distinguished from-a plurality of shoes) for this surface, the shoes being operatively connected to the applying mechanism which operates the brake shoes associated with the drum skirt, whereby all shoes are simultaneously appliable.

Thus, I have added very materially to the effective area of braking surface, with obvious great advantage and yet I have in no way created the problems incidental to an attempted increase in the diameter or width of the usual skirt drum. e

Ordinarily, though not always, the ava'ila'ble" space within the bell-portion is such that the'wvidtl'i' 'of'the braking surface therein is less than that of the braking surface of the skirt portion, with a corresponding difference in brake s'hoe'widthsQ With otherfactois beiricqual,i= orrnot ma- States Patent of Fig. 1;

2,790,517 r iest-.39??? 2 ter'ially affecting performance, the difference in brake shoe widths creates certain problems of brake-application. Similar problems are created even though the widths of the shoes be equal if there be differences in factors such as radiation capacities, coefficients of friction or relative angular extents of the shoes. i

in the parent application, the claims are drawn to a so-' iution of these problems which involves the provision'of a rigid connection between the two shoes. v 1 a i in the instant application, the claims are directed' toa solution wherein such rigid connection-is omitted, and; in its place, there are substituted separate shoe units'acf tuated by separate cams and camshafts, though the penis are operated simultaneously through an equalizing 'sys: tem which tae 'lntsaccoum difierences in -the-widths. etc., of the individual shoes. How this is accomplished can best be understood by referen'c tothe' following detailed description, wherein other objects and features of the invention are madeapparcnt. Rcference'will be made to the accompanying drawings, inwhich: 'f

Fig. l is a side elevation of a wheel equipped with an embodiment of my improved brake; i

Fig. 2 is a section on line 2 -2 of Fig, 1;

Fig. 3 is an enlarged fragmentary section on line 33 ofFig.1;',

- Fig. 4 is an enlargedfragmentary section on line 4-4 Fig. 5 is a schematic viewshowing conventionally certain elements of Figs. l and 2, but it may be considered broadly as corresponding to a section on lines-5 0 Fig. l;

Fig. 6 is a detached, planview of the equalizing con nection showninFigS. i i i I have illustrateclthe brake in association with dual wheels such as are used on heavy duty trailers wherein the axles are dead, but it is to'be understood this is for illustrative purposes, only, and is not to be considered as limitative on the invention.

in Figs. 1 and 2 the wheel axle is shown at 16, the axle having a portion 11 of rectangular cross-section. The wheel; proper, i2, includesa hub-portion 13 mounted for rotation on axle ltl through 'usual bearings 14. ,Hub 13 has an annular flange 15 to which wheel disks '16 and 17 are detachably secured by bolts 1%. Disk 17 is cupped at 19, the time rim 20 being Welded, to the cup-flange 21. Cup 19 and rim 20 are slottedat 22 and Z3, respectively, to receive the valve stem 24 of'a tire (not shown) mounted on rim 20. Disk 16 is adaptedto support a tire rim (not shown) similar to rim 2%.

'My improved brake-drum is indicated generally at 25 and comprises a cylindrical, open-ended bell-section 26 and a larger-diameter, skirt portion 27, the latter termimating in an external annular flange 2S. Bell-portion 26 is detachably held'to wheel flange 15 by bolts'18,and ventilation openings29 are provided for thecirc'ulation of brake-cooling air. It is important, also, that the drum be appreciably spaced, as at St from valve-stern 24, so the heat generated during. brake-application may not have harmful effect on the stem or tire. The stem, and the annular clearancenecessarily maintained between it and the brake drum, limit the diameter of that portion of the brake drum which maybe contained within the cup 19 of disk 17. The bell-portion 26 of the drum is entirely contained within the rim 2% while skirt portion 27 lies about half within and half without the rim. i i

The bell and skirtportions of the drumare-internally machined to different diameterspthus providingstepped, concentric; braking surfaces orzones 31 and'32, respectively of relatively small and relatively larger diameters, the two zones onstepsbeing side. by' side but being relar tively'spagsd' zthe dir ction ofsthei ca ama i s S wane face .32 ..is wider than31, .though .this .widthaelationship is not to be considered as limitative.

Welded to the rectangular section 11 of axle 12, is a stationary, rigid .carriermember. or plate 33 .for supporting two sets of shoe members,,one set E forcooperation with braking surface 31, and the other set F for cooperation with braking surface 32. Thus, the shoes of set F are wider than are the shoes of set B. Each set E and F is made up of two shoe members generally indicated at A and B which are, in all essence, alike and operate in the same manner. Therefore only one member need be described in detail. his to be understood, however, that the showing of segmental shoes A and B making up a single brake unit is not to be considered as limiting the invention against adaptation of .the one-piece, band type of shoe.

Member A of set'F ismade up of an arcuate web or body portion 34 arranged centrally of arcuate flange 36, the latter being'adapted to be taken within skirt-drum 27. Radial ribs 37 lend structural support to the flange, and body portion '34 is lightened by the provision of openings 38. Similarly, member A of set E is made up of an arcuate web or body portion 34a arranged centrally of arcuate flange and is adapted to be taken within belldrum 26. Brake linings 41 .and 42 are replaceably secured to flanges 35 and 36, respectively, by studs 43, and are substantially complementary in curvature to brake-drum surfaces 31 and 32, respectively. Lining 42 may be made up of a plurality of sections 44, 45 spaced slightly apart as at 46, but the two sections will be considered, in the following analysis, as though they were continuous or were butted end-to-end, thus representing a lining 42 which is of slightly less eflective angular extent than is lining 41, the latter being made of a single, circumferentially continuous section. However, it will be understood that the continuity or sectionalizing of either lining is not important to the broader aspects of the invention.

Lining 42 is illustrated as being wider than is lining 41, though it will be understood that this particular relationship is not limitative .on the broader aspects of the invention. The linings may be of the same or different materials or the braking surfaces within the drums maybe of different materials, as set forth in connection with Fig. 8 of the parent application. In other words, the coefficient of friction of one brake unit on one drum face may have the same value as or have a different value than the coeflicient of friction of the other brake unit on its drum face.

Members A and B of set F are pivotally connected to supporting member 33 at 47 and 47a, respectively, whereas similar members A and B of set E are pivotally connected to member 33 at 476 and 470, respectively (Fig. 4). The distal ends 48 of members A and B of set F carry opposed rollers 49, whereas the similar ends 48a of members A and B of set Ecarry opposed rollers 49d. Interposed between rollers 49 is a cam 50 carried on a. tubular cam shaft 51 which has rotational bearing in the boss 52 of plate 33. Secured to shaft 51 is ac'rank arm 63.

A second camshaft 51a, actuated by crank arm 64, has bearing within the bore of shaft 51 and carriesa cam 50a which is interposed between rollers 49a' of set E. Crank arms 63 and 64 have universal jointor other suitable connection at and 66, respectively, with equalizer bar 67. The brake-applying rod 68, adapted to be acmated by any suitable mechanical or hydraulic mechanism (not-shown) isfapplied to bar 67 at 69. It will beseeu that a pull exerted on rod 68 will act through bar 67, crank arms 63, 64 and cam shafts 51 and Slato cause simultaneous application of brake shoe sets E and-F to their associated brake drum-faces 31 and 32, respectively, for clockwise rotation of those shafts, as viewed in Fig. 1, acts through cams 50, 50a to spread the distal ends 48 and 48a of the-members A and B, rocking said members abouttheir pivots 47,4711, 47b and 4,70 and simultaneously applying linings 41 42 to said braking surfaces.

4 Thedescription .and significance ofthe particular .equilizing connection between rod ,68 and crank arms 63, 64, will be treated later.

For purposes of easy reference, I will hereinafter consider flange 35 and liningAl jasnnaking up a brake-shoe unit 53 cooperating with bell drurn 26, and flange 36 and lining 42 -as-making up a brake-shoe unit 54 cooperating with skirt-drum 27. it will be apparent that the total area of.;effective-;braking surface represented by the simultaneous application of .units '53.and 54 is materially increasedover thatof a usual single unit (for instance, as represented by 54) to very obvious advantage.

In 'pr eparat ion; for'.the ,analysis which is to follow, it is to be notedt'ha't the thrust exerted by cams 50, 50a onthe distal ends of members A and B of sets E and F, is applied to rollers 49, 49a at points lying in median planes 58 and 57, respectively, which are normal to the braking surfaces 32.and 31.

When it is desired .to release the brakes, cams 50, 50a are rotated, or allowedto rotate, in a counter-clockwise direction, 'asyiewedin Fig. 1, spring 59 applied to studs 60 on membersAandB of set F (and a similar spring, not shown, on members-A andB' of set E) retracting the distal .endsof those members to disengage the several brake linings from their associated drum-surfaces.

For the .purpose of discussing certain aspects of the theory ,of arrangement and operation, I will referparticularly to, the schematic showing of Fig. 5, confining the discussion tomembers A of the sets E and F, since everything said of those members applies with equal force to members B.

lnFig. v5,.thewidth ofshoe 53 is represented by Wb, the totalreaction pressure on .that .shOe is represented by Pb, and the line.of .thrust is represented by the line57 which also represents the median plane of shoe 53. Similarly, thewidthof shoe .54 is represented by Wa, the total reaction pressure on thatshoe is represented by Pa, and theline of .thrust isrepresented by the line 58 which alsorepresents .themedian plane of shoe 54. The width .of .thespace, if any, between opposing edges of shoes 53 and 54 is represented by;S.

Thoughliot indicated in ,the drawings, pb may beccnsidered ltheunit. area pressure on shoe 53, and Abthe efiective surface. area ,of that shoe, the total pressure Pb thus-;.being;the productof, pbgand Ab. The efiective angular, extent of shoe 53 is ,taken as 4b, while :the coeflicientof ,frictionof the shoe 53 on drum 26 is taken as Cb. Similarly, pa may be, considered the unit area pressure on ,shoe' 54, .Aathe effective surface area of that shoe, La-theefifective.angularextent of shoe 54, and Ca the cocfiicient-offriction of'theshoe 54 on drum 27. The unit area;heat dissipating capacities ofdrurns 26 and 27 will be represented by -rb and ra, respectively.

.In-Figs. S ,and 6, x represents thedistance from point 69,to..point ;65 (which isv in'the connection leading to the wider shoe 54) while yrepresents the distance from point 69 to.point,66(which is in the connection to the narrower shoe ,53). -It.;will;be seen that -the proportionate values of x:and-.y,'play an important part in the performance of the,brake,.rfor,.assuming :all other factors have given relative values, ,thefinal, .desirable balanced eflect may be secured bythecompensating effect of an appropriate proportioning of thex and y values.

In order; that ,the several shoes and drums may wear evenly, and-,giye the bestoverall performance, including substantially;equalized,.-d=rum;expansion, it is important thatuccrtainheat;balances vbe-eflfected. ideally, there must he .anequilibrium established between generated heat and1dissipated-heat. We may approach the problem from two angles. Assume the drum structure be suchthat theratioofunit area heat dissipation capacitiesof the,drurn zones,:26 and 27 be known. Then the characteristics ,of; the braking elements and applying mechanism,.-ideally: should tibe .such,that the unit area heat generatingabilities of ,the .twosshoes be in. that. same 3 ratio. Or, if the characteristics of the braking elements and the applying mechanism are first established to pro duce a given ratio of unit area heat generating abilities, the drum structure may then be designed to give the drum zones unit area heat dissipating abilities in substantially the same ratio.

Consider first a situation whereth'e ratio of unit area heat dissipation capacities of the two drum zones 27 and 26 is 1:1. Then, with brake linings of given widths, angular extents and coefficients of friction on the given drum surfaces, we wish to determine what proportionate dimensions x and y will balance the unit area heat generating abilities of the two shoes 54 and 53.

It is provable that, to accomplish this condition of equilibrium, at must be to y as (Wb)(4b)(Ca) is to (Wa)( 4a) (Cb). In other words, if the widths of the two shoes be equal and the angular extents of the shoes be equal, x and y should be directly proportional to the coefficients of friction of the two shoes. If the widths of the two shoes are equal and the coeflicients of friction of the two shoes are equal, x and y should be inversely proportional to the angular extents of the two shoes. If the angular extents of the two shoes are equal and the coefficients of friction of the two shoes are equal, x and y should be inversely proportional to the widths of the two shoes.

By way of example, in the embodiment shown in Fig. 1, it may be assumed that the heat dissipation ratio is 1:1 and that the coefiioients of friction of the two shoes on the given drum surfaces are equal. However, the ratio of the widths of shoes 54 and 53 is 6 to 4 and the ratio of angular extents of shoes 54 and 53 is 120 to 125.

Since the effective braking area of shoe 53 is less than that of shoe 54 and it is desirable that their unit area pressures be varied in order that the desired balance between heat generating and heat dissipating capacities may be secured and maintained, the point 69 at which rod 68 applies force to bar 67 is chosen to give the particular distribution of pressures to the shoes which will bring about the desired condition.

Then, by the formula, the values of x and y are made to be such that:

x is to y as (Wb)(;b) is to (Wa)(;a) or E i-( l20)3 So any::25:36

This gives y a value of 1.44x, the effective distances from the line of pull of rod 68 to the lines of pull on the crank arm to the narrow shoe 53 and on the crank arm to the wide shoe 54 being inversely proportional to the widths of the respective shoes.

With the applying force so distributed, it is assured that the unit area of heat generating abilities of the two shoes are balanced, and, since it was assumed that the heat radiating or dissipating capacities of the two systems balance, there is the desired equilibrium between heat generation and dissipation in the combined systerm.

If the shoe and applying system be first calculated to give balanced unit area heat generating abilities, the drum structure may be designed to have balanced unit area heat dissipating capacity to insure the maintenance of equalized unit area brake temperatures within allowable limits. This may be done by properly proportioning the thickness dimensions of the drum parts, or providing for proper air cooling circulation, or by providing cooling fins, or by utilizing combinations of such factors.

This means that, all other factors being equal, x and y are made to be substantially inversely proportional to the heat dissipating capacities of the respective drumzones.

It will thus be seen that no matter what the several factors may be (within reasonable limits) the proper shifting of the line of pull on rod 68 to vary the proportionate distances between it and the lines of pull on the unit actuating crank arms, enables one to secure the characteristics of unit heat generating ability which will bring about the best brake performance.

It will be understood that various changes :in design, structure and arrangement may be made without departing from the spirit and scope of the appended claims.

E claim:

1. In combination, a supporting structure, a wheel mounted for rotation with respect to said structure, a deep belled drum centered on and secured to said wheel, said drum comprising a bell-portion and a skirt portion of larger diameter than the bell-portion, an internal brake-drum surface in the bell portion, a larger diameter internal brake-drum surface in the skirt portion, a carrier member mounted stationarily on the supporting structure, a pair of brake shoes movably carried by the carrier member and associated, one each, with said brake-drum surfaces, a brake operating member, and a differential force-applying connection between said operating member and both of said brake shoes whereby said shoes are applied simultaneously to their associated brake-drum surfaces but with differential mechanical advantage.

2. The combination of claim 1, wherein one shoe is wider than the other, and wherein the mechanical advantage is in favor of the wider shoe.

3. In combination, a sup-porting structure, a wheel mounted for rotation with respect to said structure, a deep belied drum centered on and secured to said wheel, said drum comprising a bell-portion and a skirt portion of larger diameter than the bell-portion, an internal brake-drum surface in the bell-portion, a larger diameter internal brake-drum surface in the skirt portion, a carrier member mounted stationarily on the supporting structure, a pair of brake shoes movably carried by the carrier member and associated, one each, with said brake-drum surfaces, individual means for operatively engaging said shoes with the associated brake-drum surfaces, individual rock shafts for operating said individual means, a pair of crank arms, one on each rock shaft, said arms being spaced apart, an equalizer bar connecting said arms, and a pull rod applied to said bar between its points of connection with the arms.

4. The combination of claim 3, wherein one shoe is wider than the other, and wherein the point of connection between the pull rod and the arm operating the rock shaft associated with the relatively narrow shoe is further from that arm than it is from the other arm.

5. The combination of claim 3, wherein one shoe is wider than the other, and wherein the widths of the spacings between the point of connection of the pull rod with the bar and the points of connection between the 

